I will try to explain this as best I can - if or when I screw up others can chime in to correct me
To begin with - As best I can tell even on gen 4's the torque model is also used to control timing and throttle progressions under mostly light throttle conditions - haven't seen it effect wot conditions on a 4th gen as of yet - weird timing bites at cruise are a possible side effect from this working in conjunction with the throttle follower and idle tables / It's primarily used to control transmission line pressures - not only shift pressures, but heavily controls or rather influences the "hold" pressure, so the next time your "tuner" tells you that 6l90 or 6l80 just wasn't stout enough to handle that 650 or even 850 hp engine - keep this in mind - a lot of people don't touch this due to laziness and fear
If you have a trans that shifts hard and firm, but slips cruising down the highway pulling a mountain for example - this is your problem...
To adjust - the tables are designated by spark values (the spark closest to where the engine is running at - will vary between a couple "I assume" if values are close to one another) - axis - left axis is cylinder airmass with one extra (0) or map pressure in (kpa) depending on which tables your looking at / horizontal or overhead axis is rpm / to change the axis for rpm you have to change the tables in the tune itself although I haven't ever messed with them / cylinder airmass and map can be changed via the max controls on the left (only set as high as the engine may see for refinement of the main tables)
I log delivered tq and dial the tables in to more in line with reality / 5th gens are supposed to have better ways of logging, but "I" have yet to get it to work
These will make a difference in "peppiness", drivability and longevity of components - only ever once saw power from them and pretty sure that was a fluke after someone else did more studying into the functionality of the OS's...
Hopefully this will help you out - everyone can let me know what I screwed up